singleton



(No Model.) I 2 Sheets-Sheet 1.- B. R. SINGLBTON 82; G. D. HOFFMAN.

CABLE GRIP FOR RAILROADS. No. 391,202. Patented Oct. 16, 1888.

canoe/14 6014 (No Model.) 2 Sheets-Sheet 2.

B. R. SINGLETON & C. D. HOFFMAN.

CABLE GRIP FORRAILROADS. No. 891,202. Patented Oct. 16, 1888.

NITED STATES BENJAMIN SINGLETON AND CHARLES D. HOFFMAN, OF ST. LOUIS, MISSOURI.

CABLE-GRIP FOR RAILRCADS.

SPECIFICATION forming part of Letters Patent No. 391,202, dated October 16, 1888.

(X0 model.)

To all whom it may concern:

Be it known that we, BENJAMIN R. SINGLE- TON and CHARLES D. HOFFMAN, citizens of the United States, residing at St. Louis, in the State of Missouri, have invented a new and useful Improvement in Gable-Grips for Rail roads, of which the following is a specifica tion, reference being had to the accompanying drawings.

This invention relates to certain improvements in cable railway grips, which will be hereinafter more particularly described, and pointed out in the claims.

In the accompanying drawings, forming part of this specification, Figure 1 is a side view of the grip and showing the frame, grip-bar, pawl, and ratchet. Fig. 2 is a front view of the grip. Fig. 3 is a transverse vertical section through the grip,and also shows the frame suspended from its seat under the car-body. Fig. 4 is a side View of the wedge removed from the shoe. Fig. 5 is a longitudinal vertical section of the shoe, showing the rollers inside of it. Fig.6 is a side view of the gripcarriage,showingthegrip and frame suspended from the car-body. Fig. 7 is a plan View of the top of the grip-carriage. Fig. Sis atrans verse vertical section of a double shoe on line :0 00 of Fig. 9, to be used on cable-ways which have switch terminals. Fig. 9 is a top view of Fig. 8. Fig. 10 shows in perspective the grip-frame seated in its position under the carbody. Fig. 11 is a perspective view of a de vice for fastening the frame in the seat. Fig. 12 is a vertical section on 3 y of Fig. 11.

A is a cast-metal shoe or case formed as shown in the drawings. The lower side is straight lengthwise and fiat crosswise. The upper part is formed like the frustum of a cone, having on one side a long slit, a, and on top at the small end a slot, (1. This shoe A is held'in the framework B by straps O O, which are firmly secured to it, and are connected to the frame B,which frame is made of wrought-iron and attached and secured to the frame-work of the car.

D is a wedge of chilled cast-iron having its lower side straight lengthwise, but convex transversely very slightly. The upper part is made to conform to the corresponding interior of the shoe A, and on its small end there is a projecting lug, (Z, which fits into'the slot d of the shoe A. On the large end of D there is a hole, (1, to which is secured the end of the operatinglever G by a screw-bolt, g. The shoe A is supplied with a series of concave rollers, R R B,which move freely in the case or shoe A.

G is a lever having the fulcrumat g in the frame B. The long lever G extends up into the car, and on itthere is a pawl, R, controlled by a spring, r, and working over a segmentratchet, 1", which is attached to the beam B.

The lower part of the lever G is bent at right angles at g and g. The short lever G is pivoted to the wedge D at g' by a screw-bolt. WVhen the lever G is moved in the direction of the arrow, the wedge D is partly withdrawn from the shoe and the large end is also slightly raised at the same time, while the lug d slides up the slot (1 and correspondingly lifts that end also free from the cable at the same time that the large end is lifted.

Fig. 8 represents two of the grips arranged on the frame back to back, to be used on cable roads having switch terminals, for the purpose of working the cars reversely.

The grip, as above described, can be hung in the wrought-iron frame B, (shown in the drawings, but more distinctly in the perspective Fig.1() and Fig. 6,) and is suspended from the middle of a car-floor, or at the front plat form, as may be most convenient, or from a separate grip-carriage, which is to be put at the forward end of a car and can be run into the platform when the track ends with a switch and cars have to be changed off from one track to the other. When, however, the track has a loop at the terminals, then the grip can be either at the end or middle of the car, and no separate grip-oar is required. WVhen the grip is in the middle of a car, the grip bar or lever G is operated from the front platform by a lever and connecting-rod running under the floor of the car and attached to the griplever G, so that the driver will have complete control of the grip and the brakes at the same time. The grip is applied to the present style of cars, thus effecting a saving of expense for cars and saving in the expense of a heavy grip-car, as now used on cable roads. Figs. 11 and 12 represent the method of securing the frame B in its seat a. The bolt 0 is loose and can be turned in the slot 0; and a round rod,-c, is run through the loop of the bolt 0 on top of the plate 19, and thus the frame 13 is held firmly in its seat a.

We claim- 1. In a cable-grip,the conical-formed hollow shoe A, having in its lower part a series of rollers and on its smaller end a slot, d, in combination with a wedge-shaped shoe having a lug corresponding in shape to the slot, substantially as described.

2. The combination of the hollow shoe A, the frame 13, the wedge D, having a lug, d, to correspond with a slot d, in the end of the BENJAMIN R. SINGLETON. CHAS. HOFFMAN.

Witnesses:

O. W. BURGDORFER, M. H. STEIN.

substantially as de- 

